Electric power assisted steering system

ABSTRACT

A combined angular position and torque sensor assembly for use in an electric power assisted steering system having an input part for connection to an upper column shaft, an output part for connection to a lower column shaft, a torsion bar that interconnects the input shaft and the output shaft, first and second upper column angular position sensors that each produce at least one output signal that is dependent on the angular position of the upper column shaft; and a processing means unit which produces a first torque signal indicative of the torque carried by the torsion bar. The processing unit further includes a component for producing a first absolute angular position signal by processing the output signals of the first and secondary sensors in a first way and a second absolute angular position signal processing the output of the same two sensors in a different way, and further includes a cross checker that performs a cross check between the two absolute position signals.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a national stage of International Application No.PCT/GB2015/051828 filed 23 Jun. 2015, the disclosures of which areincorporated herein by reference in entirety, and which claimed priorityto Great Britain Patent Application No. 1411300.5 filed 25 Jun. 2014,the disclosures of which are incorporated herein by reference inentirety.

BACKGROUND OF THE INVENTION

This invention relates to improvements in electrical power assistedsteering systems.

In a typical electric power assisted steering system, an electric motor,such as a three phase DC electric motor, is connected to a part of thesteering mechanism, typically to the steering shaft that connects thesteering wheel of the vehicle to the road wheels. A sensor, such as atorque sensor, produces a signal indicative of the torque applied to thesteering wheel by the driver, and this signal is fed into amicroprocessor. The microprocessor uses this signal to produce controlsignals for the motor which are indicative of the torque or current thatis required from the motor. These control signals are converted intovoltage waveforms for each phase of the motor within the microprocessor,and these in turn are transmitted from the microprocessor to a motorbridge driver.

The motor bridge driver converts the control signals, which aretypically low level voltage waveforms, into higher level voltage drivesignals that are applied to the respective phases of a motor bridge. Atypical bridge comprises a set of switches that selectively applycurrent from a supply to the phases of the motor as a function of thehigh level voltage drive signals applied to the switches from the bridgedriver circuit. By controlling the switches the current in the motor canbe controlled relative to the motor rotor position, allowing the torqueproduced by the motor to be controlled. The motor in use is therebycaused to apply an assistance torque to the steering system that helps,or assists, the driver in turning of the steering wheel. Because thistorque affects the output of the torque sensor, this forms a type ofclosed loop control allowing accurate control of the motor torque to beachieved.

The torque sensor typically comprises a torsion bar and two angularposition sensors, one of which provides an output signal representingthe angular position of the steering system on one side of the torsionbar and the other an output signal representing the angular position ofthe steering system on the other side of the torsion bar. When no torqueis applied, the two output signals will be in alignment, but as a torqueis applied the torsion bar twists causing the two angular positionsensors to move out of alignment. This relative change in the outputsignals provides the measurement of torque needed.

To provide additional margin of safety in the event of a fault it iscommon to use a dual channel torque sensor, which produces two channelsof information that each respectively provide a torque measurement. Inuse, the torque indicated by each channel is checked against the otherand if they are in agreement it can be assumed that the torque value isreliable. If they are not in agreement, one or both channels may befaulty and an error flag can be raised. Typically when this happens theassistance torque is not applied by the motor

Although dual channel torque sensors give increased safety it is notpossible to continue to safely apply assistance torque if one channel isfaulty even if the other is not, partly because it may not be possibleto tell which channel is faulty and which is reliable, and also becausethere is no way to provide protection against a subsequent faultoccurring in the one remaining good channel.

BRIEF SUMMARY OF THE INVENTION

A feature of the present invention is therefore to provide an electricpower assisted steering apparatus that ameliorates the problems relatedto prior art systems when a fault is detected.

According to a first aspect the invention provides a combined angularposition and torque sensor assembly for use in an electric powerassisted steering system, the combined assembly comprising:

an input part for connection to an upper column shaft that in use isoperatively connected to a steering wheel of the vehicle,

an output part for connection to a lower column shaft that in use isoperatively connected to the road wheels of the vehicle,

a torsion bar that interconnects the input shaft and the output shaft,

a first upper column angular position sensing means that produces atleast one output signal that is dependent on the angular position of theupper column shaft;

a secondary upper column angular position sensing means that produces atleast one output signal that is dependent on the angular position of theupper column shaft part; and

a processing means which produces a first torque signal indicative ofthe torque carried by the torsion bar,

characterised in that the processing means further includes means forproducing a first absolute angular position signal by processing theoutput signals of the first and secondary sensors in a first way and asecond absolute angular position signal processing the output of thesame two sensors in a different way, and further comprising:

a cross checker that performs a cross check between the two absoluteposition signals.

A check is therefore made by the checking unit in which two absoluteangular position signals are produced, the two then being compared.

In the event that the cross check reveals a difference between the twosignals an error may be raised by the apparatus. The invention maytherefore provide a more robust assembly that can deal with faults inthe sensors or the signals output from the sensors.

The assembly may further include a third, lower column, position sensingmeans that produces at least one output signal that is dependent on theangular position of the lower column shaft, and

the processing means may produce the first torque signal by processingthe output signals from the three sensors,

Each of the three angular position sensors may produce an angularposition signal that repeats at least once during the permitted range ofangular rotation of the input part, the range of rotation of each sensorcorresponding to one full repeat being different from the other twosensors.

The processing means may generate a first of the absolute angularposition signals used in the cross check by is using the output of afirst one of the sensors to provide the detail and the value of theoutput of a second one of the sensors to indicate which repeat of thesensor is present by looking at the relative phasing between the outputsof the two sensors.

By providing the detail we mean that the signal is produced by addingthe output of the signal that provides the detailed angular informationto a multiple of the angular range of that sensor, i.e. the angle overwhich it repeats, the multiple being derived from the differential checkbetween the output of the two sensors.

The three sensors may each produce an output signal which has adifferent angular range, or at least two may have a different range toone of the others.

In at least one arrangement the secondary angular position sensor mayhave a poor resolution (a coarse or less detailed signal) compared withthe other.

The processing means may also generate a second of the absolute angularposition signals used in the cross check by is using the output of thesecond one of the sensors to provide the resolution and the value of theoutput of the first one of the sensors to indicate which repeat of thesensor is present by looking at the relative phasing between the outputsof the two sensors.

If there is an error in either sensor, the two absolute position valueswill not agree and an error will be flagged up by the checking unit.

The apparatus may include an absolute position signal generating meansthat in use produces an absolute upper column position signal indicativeof the angular position of the upper column shaft by combining thesignals from at least one pair of the position sensors.

In this case, the checking unit may also carry out a check of thevariation in the absolute angular position signal and the output signalof one or both of the sensors of the upper column shaft over a range ofdifferent angles of the upper column shaft. The applicant hasappreciated that as the shaft rotates there will be some variation inthe output of each sensor relative to the other due to things such asrun out of the sensors

These variations between the two sensors with angle will be consistentduring use of the assembly, and can be monitored as the steering rotatesand store in a memory. If the variation between the sensors with angularposition does not vary in the expected manner, the checking unit mayflag up an error. Since there are many instances during use of asteering system where the shaft is rotating it is easy to regularlyperform this check within the checking unit.

If the expected variation between the signal is not present then theapparatus may be arranged to raise or lower an error flag.

The cross checker may be adapted to learn the expected variation withangular position during an initial learning phase of the apparatus bymonitoring the variation in each of the signals being cross checked andstoring the difference, or error, between the two signals.

The apparatus may include a memory and the learnt variation, or error,with angular position may be stored in the memory. This may be anon-volatile memory.

A set of characteristics may be stored in a look up table in the memory,each entry in the table comprising a difference value indexed against anangular position.

The behaviour may be learnt for rotation of the steering in onedirection and set of characteristics stored for that direction. Inaddition, a different set of behaviours may be learnt for rotation ofthe steering in the other direction and also stored in the memory.

The table of stored data may comprise an offset value corresponding toeach of a set of angular positions of the steering system, for example100 equally spaced angular positions and 100 corresponding deviationsvalues.

The cross checker may comprise a signal processor which may be sharedwith other parts of an electric power assisted steering system, such asa motor controller or a motor position sensor. The signal processor maybe provided as part of an ASIC device.

The assembly may be adapted to determine the direction of rotation ofthe shaft and in the event that the shaft is deemed not to be rotatingor rotating slowly below a predefined threshold speed the cross checkermay be adapted to disregard any variation and not raise a fault.

Each of the upper angular position sensing means used in generating thetorque signals may comprise two angular position sensors, each of whichis adapted to generate one of the output signals, each of which isindependent of the other. Each sensing means will therefore provide twosignal channels 1 and 2 allowing for the independent first and secondtorque signals to be produced.

More specifically, each of the angular position sensors of the uppersensing means may comprise a rotary sensing element carrying amodulating track attached to the shaft and a detector or a common rotarysensing element may be used with two detectors so that the two channelsare fully independent but share a physical rotor. A similar arrangementmay be provided for each of the sensors of the lower sensing means.

Each of the upper and lower column sensors may have a relatively highresolution (a fine angle sensor) and may produce a signal that repeatswith a period that is less than one rotation of the respective upper andlower shaft so that on its own each of the output signals does notindicate the absolute position of either of the shafts. They may repeatat 20 degrees or at 40 degrees, or one at 20 degrees and the other at 40degrees. The upper sensor(s) may repeat at 20 degrees and the lowersensor(s) at 40 degrees. Of course, other angles of repeat could be usedwithin the scope of the invention.

The processing means may process the upper and lower signals of eachchannel to produce a torque signal by using a differential process inwhich the relative phase of the two signals is determined and the torqueis derived from the difference between the two signal values. Where eachoutput signal of a channel varies linearly before repeating, an increasein torque will cause a drift in phase between the two output signals ofthe channel that represents the torque across the torsion bar.

Where each of the output signals of the upper and lower column sensorsdoes not provide an absolute column position measurement over more thanone full revolution of the shaft the apparatus may further include asecondary column sensor that produces an output signal that is dependenton the position of the input shaft, and the processing means may producethe absolute upper column angular position signal by combining theoutput of this sensor with the output of one of the upper and lowercolumn sensors. This additional secondary upper column angular positionsensor may be part of the upper column positions sensing means.

This secondary sensor may comprise a part of the combined torque andposition sensor.

Therefore, the combined torque and angular position sensor may comprisea total of five sensors: the upper column sensing means comprising thetwo upper column sensors and the secondary sensor, and the lower columnsensing means comprising the two lower column sensors.

The processing means may output the following signals: torque channel 1,torque channel 2, fine angle signal from the upper sensor (or an uppervirtual angle from lower and upper sensors as described below) and acoarse angle signal.

The processing means may be adapted to produce the absolute angularposition signal for the upper column by combining the secondary sensoroutput with one of the lower shaft sensor output signals and prior tocombining or during the combining the processor may correct the outputsignal of the lower column shaft sensor to remove the effect of anytwisting of the torsion bar as indicated by the torque signal that isproduced by the processor.

The correction is needed to bring the frame of reference of the lowersensor into that of the upper column sensor, allowing the virtual uppersignal to be combined with the coarse angle signal to generate anabsolute upper column angle signal. If an output signal from the uppercolumn sensing means in the production of the absolute position signal,with the lower column shaft sensors playing no part, the correctionwould not be needed.

The system may include a motor controller that receives at least one ofthe torque signals and causes the motor to produce an assistance torque.It may also receive the absolute position signal produced by theprocessor.

The skilled reader will understand that by using the term “connected” wemean that the parts in are in direct contact or are connectedindirectly, for instance through intermediate parts such as a gearboxthat is located between the motor and the output shaft.

The motor position sensor may comprise a physical position sensor suchas a rotary encoder. Alternatively it may comprise a virtual positionsensor in which the position of the rotor is determined by monitoringone or more parameters of the motor, such as the motor current in one ormore of the motor phases and the motor inductance.

The third torque signal may be generated by producing a virtual torquesignal and to do so the processing means may comprise Lower columnabsolute position determining means that determines the absoluteposition of the lower column from the motor position;

and

Virtual torque determining means that compares the absolute upper columnposition signal with the lower absolute position signals to determinethe deflection of the torsion bar and therefrom the torque.

The virtual torque may be determined from the angular deflection of thetorsion bar.

The first angular position signal and additional angular position signal(from the additional upper column sensor when provided) may repeatperiodically as the upper column shaft rotates, the signals drifting outof phase over multiple rotations to allow an absolute positionmeasurement over more than one rotation to be determined.

To determine the absolute angular position of the lower shaft it isrequired that the processing means can determine the absolute positionof the motor in the same frame of reference as the column shaft.

The motor position sensor may produce a value that increases from aminimum to a maximum every 360 degrees of electrical rotation, repeatingad nauseum for each full electrical rotation thereafter.

To facilitate further processing, an unwrapped motor position signal maybe formed. At key on this is initialised to the initial reading from themotor position sensor. At every subsequent software iteration thedifference between the current and the previous motor position signal isadded to the unwrapped motor position signal. When forming thedifference between current and the previous motor position signals, anydifference >180 deg or less than −180 deg indicates that the motorposition signal has wrapped. 360 degrees is added or subtracted to thedifference to bring it back into the range +/−180 deg. This correcteddifference is used to update the unwrapped motor position signal.

To convert this repeating signal into an absolute position signal in theupper column shaft frame of reference, the processing means mayadditionally add to this signal a delta offset value that is indicativeof the angular position of the motor within one electrical rotation atthe time when the upper column is at zero degrees with no torque appliedacross the torsion bar.

In addition the processing means may also apply to this signal a basemotor position value which is representative of how many motorelectrical rotations the motor is from the straight ahead position,typically with a zero value corresponding to the upper column also beingat zero degrees and with no torque carried by the torsion bar.

Both of these offsets are required if the lower column absolute positionis to be determined in the frame of reference of the upper column,without which the comparison between absolute lower column position andupper column position could not be made.

The delta offset may be stored in a memory and may be retained for useduring key on when the system is switched to a state in which positionmeasurements are made.

The base motor position value cannot be stored for use at key on becauseit may change when the system is switched off and measurements are notbeing taken.

The processing means may be adapted to determine the base motor positionvalue at key on by comparing the motor position from the position sensorwith the absolute upper column position to determine a central, mostlikely, candidate, choosing a higher candidate that is one motor wrapabove this and a lower candidate that is one motor wrap below this, andduring subsequent unpowered motion of the steering system producing atorsion bar deflection value from each candidate and ruling out thecandidates that give implausible torsion bar deflection values over timeas the steering system moves until there remains only one plausiblecandidate.

At key on, any of the three candidates is plausible. However, in use allbut one will produce a torsion bar deflection signal that has a valuethat is physically impossible due to fact that the physical torsion bardeflection is limited by dog stops.

Of course, if the torque sensor is known to be working at key on thereis no need to adopt this approach. In that scenario, the torque in thetorsion bar will be known reliably and can be taken into account whenobserving the motor position to give a simple calculation of base motoroffset.

The torque sensor and the motor position sensor may each comprisediscrete processing units, each having its own integrated circuit andtiming. The applicant has appreciated that this can lead to small timingerrors in the capture of the position signals, which can giveunacceptable errors between the torque signals produced by the torquesensor and the virtual torque signal.

To compensate for this, each processing unit may apply a time stamp tothe signals indicating the precise time that the signal valuecorresponds to. During any processing that requires signals from the twoprocessing units to be combined a correction may be applied tocompensate for any differences in the time stamps. This effectivelyallows the signals to be adjusted to bring them to precisely the sameframe of reference (in time).

The reader will appreciate that in at least one arrangement within thescope of the present invention, there is some commonality between theparts that are used to form one of the torque channels and the partsused to produce the absolute angular position signal. This can lead to acommon mode of failure whereby a fault in the torque signal can beproduced, which leads to a fault in the absolute position signal.However, the cross check of the invention can help with the detection ofsuch a common mode fault.

In a further refinement, each value of the output signals may be markedwith a precise time stamp indicating the time at which the value iscorrect. This time stamp may be tied to a clock signal that drives eachprocessor that generates the signal.

The apparatus may be arranged so that, when any two signals arecombined, the time of the two signals is aligned based on the respectivetime stamps so that any difference associated with differences in timeof the signals is reduced.

By correcting the signals to ensure they are aligned in time theaccuracy of the processed signals, such as torque or motor position, canbe improved.

Other advantages of this invention will become apparent to those skilledin the art from the following detailed description of the preferredembodiments, when read in light of the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a general view of a part of an electric power assistedsteering system which falls within the scope of the present invention;

FIG. 2 is a block diagram of the key parts of an electrical circuit ofthe system of FIG. 1;

FIG. 3 is shows the key components of a combined torque and angularposition sensor used within the system of FIG. 1;

FIG. 4 is a general view of the mechanical arrangement of the sensor ofFIG. 3;

FIG. 5 shows in more detail one arrangement of the sensing electronicsof the sensor of FIG. 4;

FIGS. 6(a) to (c) show the variation in the output signals of thesensors of FIG. 3;

FIG. 7(a) is system diagram showing the inputs to the processing unit,the torque output from the unit that is fed to the motor controller andthe processing stages that may be performed within the processing unit;and FIG. 7(b) shows in more detail the sub-stages that may be performedto generate a virtual upper column torque and the two torque channelsignals;

FIG. 8(a) to (c) shows the effect of twist in the torsion bar on therelative positions of the upper and lower shaft;

FIG. 9(a) shows the variation in motor position sensor output, FIG. 9(b)the corresponding variation in lower column position (taken with zeroincluding a notional delta offset of zero degrees in this example) andFIG. 9(c) the variation in base motor position value;

FIG. 10 shows the variation between angular position sensor outputs asthe steering shaft 5 is rotated due to run-out and the like in thesensor rotors; and

FIG. 11 shows the generation of a 0-1480 signal produced by observingthe difference between the 40 degree and 296 degree angle signals.

DETAILED DESCRIPTION OF THE INVENTION

As shown in FIG. 1, an electric power assisted steering system 1 islocated within a steering apparatus between the steering wheel and theroad wheels. The system comprises an electric motor 2 which has anoutput shaft 3 that is connected to a lower steering column shaft by agearbox 4, usually comprising a worm gear that cooperates with a wheelgear. The lower shaft is connected to the road wheels of the vehicle,indirectly thought a rack and pinion or other connection. An uppercolumn shaft supports the steering wheel, and connecting the upper shaftto the lower shaft is a torque sensor 6. The torque sensors comprises atorsion bar that connects the upper and lower shafts, designed to twistby a known amount in response to a torque applied across the torsion baras the driver turns the steering wheel. The maximum twist is limited byproviding dog stops on the upper and lower shafts to +−5 degrees.

The torque sensor detects the twist of the torsion bar and converts thisinto at least one torque signal, although as will be apparent in apreferred embodiment it produces two torque signal channels, and one ofthese torque signals is fed to a controller 7 of a motor drive circuitthat is provided within a microprocessor chip. The controller producesmotor phase voltages that are applied to the switches of a motor bridgeassociated with each phase of the motor to cause the motor to produce atorque that assists the driver. This is usually proportional to themeasured torque, so that as the driver applies a higher torque the motorprovides a higher amount of assistance to help turn the wheel.

As shown in FIG. 2, the controller comprises a microprocessor 8 thatreceives the torque signal and a measure of the current i flowing in themotor (either in each phase or the overall current into or out of themotor). It also receives a measure of the motor rotor position from amotor rotor angular position sensor connected to the motor, or itcalculates this internally from the current signals. The rotor positiontogether with current allows the controller to determine the torque thatis being applied. The measure of the torque from the torque sensor isused by the controller to determine what torque it is to demand from themotor. Again this is well known in the art, and many different controlstrategies and motor phase voltage waveforms to achieve the requiredtorque have been proposed in the art.

The output of the microprocessor 8 will typically be a set of motorphase voltage waveforms, typically PWM waveforms that represent thephase voltages that are required by the controller to achieve thedesired motor current and hence motor torque. These are low levelsignals, and are fed from the controller to the inputs of a motor bridgecircuit 9. The function of the motor bridge circuit 9 is to turn the lowlevel signals into the higher level drive signals for the switches of amotor bridge 10. For instance with a three phase motor each phase willbe connected to the positive supply through a high switch and the groundthrough a low switch, only one of which will be connected at any giventime according to the pattern defined by the PWM switching waveforms.

FIG. 3 shows an exemplary torque sensor assembly in more detail andFIGS. 4 and 5 show still more detail of parts of the sensor. In its mostgeneric form the torque sensor can be any arrangement that produces twotorque channels and an upper column position signal. Ideally these twotorque channels and also the upper column position signal should beindependent from each other.

In this example a sensor has been selected that comprises a combined twochannel torque and single channel upper column position sensor having atotal of five sensors 11, 12, 13, 14 and 15 combined in a singleintegrated unit with a common pre-processing unit that produces thesensor output signals from raw internal signals from the sensors. Threeof the sensors are located on an upper column shaft 5 a and two on alower column shaft 5 b, the two shafts being connected by a torsion bar18 that twists as torque is applied across the shaft 5.

The five sensors comprise:

Two fine angle upper column angular position sensors 13, 14 attached tothe upper column shaft end of the torsion bar and each producing anindependent angular position signal (channel 1 signal and channel 2signal) that together form a part of an upper column sensing means;

two fine angle lower column angular position sensors 11, 12 attached tothe lower column shaft end of the torsion bar closest to the motor andeach producing an independent angular position signal (channel 1 andchannel 2 signal) that together form a lower column sensing means; and

a secondary upper column position sensor 15 that produces a coarseresolution angular position signal and which can be considered a furtherpart of the upper column sensing means.

The processor 17 uses a subtraction principle to detect twist in thetorsion bar, subtracting the position of the lower shaft from that ofthe upper shaft (or vice versa) to determine an angular deflection valuefor the torsion bar. This is done twice, once for the upper and lowerchannel 1 signals, and again for the upper and lower channel 2 signalsto give two independent torque measurements or torque channels.

The torsion bar 18 is designed to twist through a maximum of +/−5degrees about a centre position in response to a maximum expected torquein each direction as described above. Once this range has been reachedfurther twisting is prevented by the interengagement of the dog stops onthe upper and lower column shafts, saving the torsion bar from damageand giving a solid connection should the torsion bar ever fail.

Each of the angular position sensing means includes a respective metalrotor 19, 20 comprising a flat metal disk having a plurality of equallyspaced radial arms forming an annular track of cutouts 19 a that extendsaround the disk. There are therefore two disks in total, one on thelower shaft and one on the upper shaft. The relevant parts of anexemplary sensor assembly are shown in FIGS. 4 and 5 of the drawings.

The angular width of each cut out is equal to the angular spacingbetween each cut-out. The spacing of the cut-outs of the lower shaftrotor is 40 degrees and the upper is 20 degrees. (in the example rotorand stator of FIG. 5 the angle is set by the spacing X degrees betweenthe radial arms of the coils, and this will differ for the upper andlower sensors). They differ due to physical constraints in themanufacture of the particular sensor assembly are in some ways areunique to this described embodiment. Indeed it would be preferred ifthey were both 40 degrees or more in periodicity.

Each rotor 19, 20 cooperates with a stator support part 21 thatcomprises a printed circuit board to form two angular position sensors.The board 21 carries the active parts of the sensing means comprisingtwo excitation coils and two sets of receiver coils, one excitation coiland one set of receiver coils forming each of the two sensors. Theexcitation coil of each sensor forms part of an LC circuit and generatesa magnetic field. This field induces a current in the metal rotor and inturn the rotor generates its own magnetic field that couples back to therespective receiver coils of that sensor on the pcb. The inducedvoltages in each of the three receivers varies according to the rotorposition and the pre-processing unit of the sensor assembly converts thethree signals into an output signal for the sensor that varies linearlywith rotor position. As the rotor rotates each of the angular positionsignals will vary linearly with a periodicity of 40 degrees for thelower rotor and 20 degrees for the upper rotor. The output signalstherefore repeat many times during a complete revolution of the uppershaft and so on their own do not provide an indication of the absoluteposition of the shaft over the full range of movement of the upper shaftwhich is typically between 3 and 4 turns lock to lock of the steeringwheel.

FIGS. 6(a) and (b) shows how the output signal from the upper and lowersensor output signals vary over one full rotation of the steering shaftin the case where no torque is applied. As can be seen each varieslinearly over 20 or 40 degrees before repeating. If a torque is appliedthe relative phase of these ramp signals will vary and this is what isused to determine the torque (the maximum twist of the torsion bar isconsiderably less than 20 degrees so there will always be an unambiguousphase change between the ramps that can be detected). This form ofdifferential measurement across two sensors is well known in the art andso will not be explained further here.

The upper and lower sensor output signals are fed into a processingmeans 19, shown in FIG. 2 and in more detail in FIG. 7(a), which outputsthe torque signal that is fed to the motor controller 8.

In use, as shown in FIG. 7a , the processing means 19, typically asignal processor formed from a microprocessor and associated memorywhich contain programme instructions, will in a first stage 19 a comparethe output signals for channel 1 from the upper and lower angularposition signals to generate a first (channel 1) torque signal T1, anddoes the same for the channel 2 signals to produce a channel 2 torquesignal T2 that is independent from channel 1. In normal operation thesewill provide the same torque value.

In addition, the processor produces 19 b an absolute angular positionsignal representative of the absolute position of the upper shaft. Thiscannot be produced using the channel 1 or channel 2 angular positionsignals on their own because they repeat with a periodicity far lessthan one rotation of the upper column shaft. To get absolute positioninformation, the processor therefore also uses the output signal fromthe secondary upper column shaft position sensor. This process, formedwithin stage 19 a, is shown in more detail in FIG. 7(b).

This secondary sensor is connected to the upper column shaft through agear wheel. This can be seen in FIG. 3. This sensor 15 has a much lowerperiodicity than either of the upper and lower column sensors, and inthis example outputs a linearly varying signal that repeats every 296degrees of rotation of the upper shaft. This is shown in FIG. 6 (c). Itcomprises a single magnet with a north and south pole that rotates pasta single Hall effect sensor, giving a ramped waveform that variesthrough one cycle over the 296 degrees. The signal is a “coarse” signalbecause for a given level of bits in the digital signal it must coverall the values from 0 to 296. By comparison, for the 20 degree sensor itis a “fine” signal because the bits in the digital signal must cover asmall range of angles, e.g. more than 10 times the angular resolutionfor a given number of bits in the digital signal.

To get the absolute column position the processor may process the valueof the secondary sensor output signal, repeating every 296 degrees, withthat of the 20 degree or 40 degree sensor. In this example, it processesit with a modified form of the channel 1 signal from the lower columnsensor, modified to remove the effect of twist of the torsion bar toform a “virtual upper column position signal” that repeats every 40degrees of rotation. This comparison enables a unique angular positionsignal for the upper column to be produced that repeats every 1480degrees (since this is the angle of rotation before the pairing ofvalues of the secondary sensor and virtual upper column signal). This isshown in FIG. 11.

The “virtual upper column position signal” is a modified form of theoutput of the lower shaft angular position sensor. The lower shaftangular position is modified, or compensated, by the processor to takeinto account the effect of torque twisting the torsion bar. The “virtualupper column position signal” repeats every 40 column degrees, whereasthe upper angle position sensor repeats every 20 degrees. Thistransformation is necessary so that the combined signal has appropriaterange and can cover the required 3 or more turns of steering wheel lockbefore a repeating (i.e. non unique angular position value iscalculated).

Note that this use of a “virtual” upper column position signal isspecific to this embodiment where the 20 degrees sensor is on the uppercolumn and the 40 on the lower. If they had been the other way round itwould be possible to combine the secondary sensor value with the uppercolumn sensor channel 1 or channel 2. As it is, use of a 20 degreesensor would not give the required unique absolute position signal overa typical 3 to 4 turn lock to lock as the pair of signals would givenon-unique values after far less rotation of the upper column shaft,less than the required 3 to 4 turns lock to lock.

The processing means 19, when functioning correctly as described above,produces two torque signals (channel 1 and channel 2) and an absoluteupper column position signal using some of the sensor information commonto the production of channel 1 of the torque signal.

The controller 8 requires only one of the two torque signals tofunction, i.e. it needs a valid torque signal. Therefore, before passingone of the channels to the controller the processor of the combinedtorque and angular position sensor checks in a stage 19 c that they arein agreement. If they match, the average of the two torque signal is fedto the controller 9. If they match, it is assumed that the value iscorrect.

If the check stage 19 c sees that they do not match, and do not match bymore than a safe acceptable amount, the two torque channels are alsochecked in that stage against a third “virtual” torque signal T3 that isproduced using a motor position sensor 20 as will now be described. Ifthe third signal matches one of the torque channels T1 or T2, then thattorque channel is fed to the controller 8 as it is assumed to bereliable. If it does not match either channel 1 of channel 2 torque anerror is flagged at a diagnostic output 19 d and assistance is stopped.

In addition to the combined torque and position sensor the apparatustherefore includes a motor position sensor 20 that has its own processor21. The motor position sensor 20 is similar in construction to one ofthe position sensors of the torque sensor, with a rotor and a stator.The rotor and stator form an incremental encoder with a metal encoderdisk defining encoder regions over a full revolution similar to those ofthe torque sensor attached to the motor rotor. The sensor also comprisesthree Hall effect sensors that cooperate with an index track, eachproducing a signal that is 120 degrees out of phase with the other two.Hall sensor 1 reads 1 from 0-120 degrees electrical and zero for allother angles. Hall sensor 2 reads 1 from 120-240 degrees electrical andzero for all other angles. Hall sensor 3 reads 1 from 240 to 0 degreesand 0 at all other angles.

The incremental encoder has two sensors 90 degrees out of phase with theother to give an A and a B channel. As the rotor rotates through onefull electrical motor revolution each of the A and B channels will varybetween a 0 and 1 value to give a repeating waveform as shown in FIG. 9.Providing two channels allows the direction of rotation to be determinedby looking at the order in which the edges of each signal occur andwhether they are rising or falling edges. The incremental encoder countsup as the rotor rotates until it has gone through one full rotation, atwhich time the count is reset to zero and the count repeats, or thedirection changes and the counter counts down.

The motor 2 has four electrical rotations per mechanical rotation, soone cycle of the incremental encoder (360 degrees electrical) equals 90degrees mechanical rotation of the motor rotor. The motor output shaftspins with the rotor and is connected to the lower column shaft througha gearbox with a ratio of 20.5 turns (of the motor) for one full turn ofthe lower column shaft. Thus, each cycle of the motor position signalwill correspond to 4.39 degrees of rotation of the lower column shaft.This is shown in FIG. 9(a).

The output of the motor sensor is converted by the processing unit, instage 19 e, into a measure of position expressed in the upper columnshaft reference frame by the processing unit 19 using the equation:Absolute virtual lower column position=base motor offset+unwrapped motorposition signal value delta offset;

Where:

delta motor offset is the value of (wrapped) motor electrical positionwhen the (virtual compensated) upper column angle sensor reads zerodegrees (and there is no torsion bar deflection)

base motor offset has a value indicative of how many full electricalturns the upper column was away from zero degrees at key

The delta and base motor values are needed to place the motor positionsignal into the same frame as reference as the upper column absoluteposition signal that is produced by the processor of the combined torqueand position sensor.

The value of delta offset can vary by up to one motor position sensorwrap (one complete motor rotor electrical revolution) which means itwill take a value of between 0 and 4.39 degrees in this example. Theactual value depends on how the motor position sensor is aligned withthe steering column lower shaft during assembly and in use will notvary. Similarly, each increment in the counter (the base value) willcorrespond to 4.39 degrees of rotation away from a central zeroposition.

The method by which the processing means produces the third virtualtorque signal, and in particular how it calculates the base motorposition value, will now be explained. This should be read inconjunction with FIG. 7(a) which shows the processing stages performedby the processing means 19.

As described above a virtual lower column position signal is generatedin stage 19 e from the motor position signal 20 provided that the countvalue (the base motor position) is reliable and the delta offset of themotor during manufacture is known. A process of determining these duringoperation, such as following key one when they are not reliable, isexplained later, but for now it is assumed that these are known.

From the virtual lower column position signal the location of the lowercolumn shaft in the frame of reference of the upper column shaft can bedetermined. The absolute position of the upper column shaft is alreadyknown because it is produced by the processor unit 19 as part of thegeneration of the two torque channels. These two signals are thencompared in a stage 19 f to determine the difference between these twosignals. This difference indicates the amount of twist of the torsionbar. Processing this with knowledge of the properties of the torsionbar, i.e. how much it twists for a given torque, allows the torque inthe torsion bar to be determined by the processor to form the virtualtorque channel T3.

Note that whilst a virtual lower steering column shaft position signalcan be produced from the motor position sensor it is not possible toproduce an accurate virtual upper column position signal because thetorque is not known and hence the effect of offset between the lower andupper shafts due to twisting of the torsion bar is unknown. However, agood estimate of the twist can be made if the channel 1 or channel 2torque T1 or T2 is relied upon in order to perform the transformation tothe upper column frame of reference.

The skilled person will appreciate that the production of the virtualtorque depends on being able to express the angular position of themotor rotor and the angular position of the upper column shaft in thesame frame of reference. There are two primary factors, in addition tothe actual torque applied to the torsion bar that determine therelationship between these signals (others being the relative timing ofthe signal capture and any gearbox lash or compliance between the motoroutput shaft and the lower column shaft): Delta offset and Base motorposition.

Determining the Delta Offset

The delta offset will generally be stored in permanent memory and can belearnt after manufacture and reused on each key on. It will not change.One method by which the processing means can learn the offset is to lookat the motor position signal when it is known that there is zero torqueacross the torsion bar and when the upper column shaft is straightahead, i.e. at the zero position. This check can be made at any time aslong as the torque sensor is working, i.e. both torque channels give thesame reading.

Alternatively, the apparatus may take the difference between uppercolumn angle corrected for torsion bar deflection (so now a lower columnangle) and unwrapped motor angle. It may then consider the remainder ofthis angle after division by 4.39 degrees. That is delta motor offset.This approach has the advantage that can operate continuously. Becausethere is no guaranteed alignment of units in vehicles it is possiblethat in some vehicles the upper column angle will never read zerodegrees if the steering gear limits travel to, say −1080 degrees, of atotal range of, say, 1480 degree of output of the sensor.

Determining the Base Motor Position.

Unlike the delta offset, which only has to be learnt once due to thefixed angular relationship between the motor and the lower column shaft,the base motor position will generally be unknown at key on. This isbecause when the system is keyed off, and not learning or monitoring thesensor signals, the steering may be turned through any angle which willcause the motor rotor to rotate through one or more full turns. At keyon, the relative angle of the motor rotor can be determined directlyfrom the motor position sensor but the base motor position will beunknown as the counter value has not been updated and will therefore beunreliable.

A process of learning the base motor position during use of the systemafter key on and prior to providing any assistance torque (during a limphome mode) is therefore provided within the processing means.

Initially, after key on, an estimate of the base motor offset isgenerated by subtracting the lower column angle (motor angle correctedfor delta motor offset) from the upper column angle and rounding theresult to the nearest motor rotation (4.39 degrees).

In addition, a base motor offset that is one wrap less than this ischosen, and one which is one wrap more than this central estimate istaken. Each one of these is a plausible base motor value offset if thereis a large magnitude torque carried by the torsion bar at key on becausethe torsion bar deflection could have introduced at most one additionrotation of the motor (one motor rotation is 4.39 degrees of upper shaftrotation and the maximum allowed rotation of the torsion bar is 5degrees which is less than 2*4.39 degrees.

The need for three estimates can be understood with reference to FIG. 8,which shows that there may be a twist in the torsion bar, alpha, ofunknown magnitude between +−5 degrees from zero. With zero twist, thetwo marks shown in FIG. 8(a) will be in line as shown and the centralestimate will turn out to be correct. With a positive 5 degree twist,the central estimate will be wrong by 5 degrees or 1 turn (when rounded)as the motor will have turned by 1 more rotation than the numbersuggested by the central estimate. With a negative 4 degree twist, thecentral estimate will again be wrong as the motor will have made oneless turn.

Next, as the vehicle is driven, the deflection of the torsion bar iscalculated based on each of the three base motor position values. Atextremes of torque in the torsion bar, two of these estimated base motorposition values will give an impossible amount of twist in the torsionbar and so can be ruled out.

The behaviour of the system in each of the three possible scenarios atkey on (zero torque, high positive torque and high negative torque) isset out below.

Zero or Low Torque at Key on.

In this situation the central value is the correct one, althoughinitially this is not known. The torsion bar deflection is calculatedusing all three base motor values. As a large positive torque isapplied, the value of the calculated torsion bar deflection (or thecalculated third virtual torque value) will fall within a plausiblerange for the central value but fall outside of a plausible range forthe highest base motor position value. This highest value can thereforebe eliminated as a plausible value for key on. Similarly as a highnegative torque is applied the third torsion bar deflection will staywithin an acceptable range for the central value but the low base motorposition value will give a torsion bar deflection that is outside of anacceptable range and can be eliminated leaving only the central value asthe correct value. This is then used as the base motor position valueand the system is taken out of limp home mode to apply an assistancetorque.

Positive Torque Across the Torsion Bar During Key on

In a similar manner, if there was a positive torque present during keyon and a negative (or less positive) torque is applied to the torsionbar then first the lowest estimate will give a torsion bar deflectionthat is outside of an allowable range and can be eliminated. As morenegative torque is applied the central estimate will be eliminated.

Negative Torque Across the Torsion Bar During Key on

In a similar manner, if there was a negative torque present during keyon and a positive torque is applied to the torsion bar then first thehighest estimate and then the central estimate will give a torsion bardeflection that is outside of an allowable range and can be eliminated.

The applicant has also appreciated that any small timing errors in thesystem can lead to large errors in the estimate of torque. This is aparticular problem where signals are supplied by two differentprocessors, as will be the case where one is handling the motor positionsensor processing and the other the torque sensor processing. Toalleviate this problem a time stamp is applied to each position signalvalue generated in each processing unit. Then, when signals fromdifferent units are combined a correction can be applied to bring theminto exactly the same time frame allowing the magnitude of any error tobe reduced to within acceptable boundaries.

To improve the accuracy of the signals produced by the variousprocessors, each sample value of the raw signals produced by thesensors, e.g. the angular positions sensor output signals and the motorposition signal, are given a time stamp. The time stamp represents theprecise moment in time that the sample was captured. In a digitalsystem, each output signal will comprise a stream of discrete values,each representing the state of the measured parameter at a given time.The exact timing will depend on the clock for the processor used toproduce the signals, and where two or more processors are used the edgesof the clocks may not be exactly aligned or the samples may be capturedone or more clock cycles apart.

When comparing the signals, the time stamp allocated to each value isobserved by the processor. The difference between the two time stamps isthen determined by the processing means and multiplied by a measure orestimate of the column velocity determined from historical positionsmeasurements. This generates a correction value which can be added tothe measured signals to effectively extrapolate the older of the signals(the one with the oldest time stamp) to the latest signal frame. Thismethodology assumes velocity is constant in that time, which isreasonable in most cases. The signals are thereby “time aligned” so thatthey correspond to the exact same moment in time.

By time aligning the signals a useful increase in the accuracy of thesignals that are produced can be achieved.

Cross Check of Angle Signals.

In this particular implementation, the virtual torque is produced byrelying on the channel 1 lower and upper angle signals being withouterror, since these are required to produce the virtual upper columnangle signal. In the case where torque channel 2 has failed we end upwith a situation where both torque channel one (our remaining goodchannel) and the virtual torque signal depend on the same componentsfunctioning correctly. This is a potential common mode failure mode. Afailure in (say) the upper column angle signal can cause both torquechannel one and the virtual torque signal being in error by the sameamount. The virtual torque diagnostic will not detect this failure. Toprevent this failure mode we introduce an independent check on thevirtual upper column angle signal. This check uses independent (coarseangle) information to detect the common mode failure.

A check is therefore made by the checking unit in which two absoluteangular position signals are produced from the fine angle 40 degreesensor and the coarse sensor, the two then being compared.

The first of these signals is produced using the fine sensor for theresolution and the value of the coarse sensor to indicate which “repeat”of the 40 degree sensor is present (by looking at the relative phasingbetween the outputs of the two sensors). For example, with an absoluteposition of 70 degrees the fine sensor will read “30 degrees” and thecoarse sensor a coarse 70 degrees which allows the processor todetermine that the fine sensor is on 1 repeat and give a position of30+40 degrees=70 degrees.

The second absolute position is worked out by using the coarse sensor todetermine the resolution and the fine angle sensor to determine whatrepeat (i.e. multiple of turns of the coarse sensor) the steering is on.For example with 70 degrees the coarse will read 70 degrees and a crosscheck with the fine angle will reveal that the coarse sensor is on itsfirst turn, giving an angle of 70+0=70 degrees.

If there is an error in either sensor, the two absolute position valueswill not agree and an error will be flagged up by the checking unit.

The checking unit may also carry out a check of the variation in thevirtual upper column angular position value and the output of one orboth of the upper column position signals with a change in angle of theshaft 5. The applicant has appreciated that as the shaft rotates therewill be some variation in the output of each sensor relative to theother due to things such as run out of the rotors. These variationbetween the two sensors with angle will be consistent during use of theassembly, and can be monitored as the steering rotates and store in amemory. If the variation between the sensors with angular position doesnot vary in the expected manner, the checking unit may flag up an error.Since there are many instances during use of a steering system where theshaft is rotating it is easy to regularly perform this check within thechecking unit.

FIG. 10 shows a typical variation with angle for both a positive and anegative direction of rotation. The two differ due to effects such aslash within the sensor. These difference values may be stored in amemory of the checking unit. Alternatively, rather than absolutedifference values the change in value with change in angle may bestored—e.g. error increases by X for a 1 degree positive rotation, thendecreases by Y for the next degree and so on. Again, the checking unitwould be looking for the expected pattern of change.

Of course, the check could be performed outside of the checking unit,for example is a separate processing unit or within the combined torqueand angular position sensor assembly itself.

In accordance with the provisions of the patent statutes, the principleand mode of operation of this invention have been explained andillustrated in its preferred embodiments. However, it must be understoodthat this invention may be practiced otherwise than as specificallyexplained and illustrated without departing from its spirit or scope.

The invention claimed is:
 1. A combined angular position and torquesensor assembly for use in an electric power assisted steering system,the combined assembly comprising: an input shaft for connection to anupper column shaft that in use is operatively connected to a steeringwheel of a vehicle, an output shaft for connection to a lower columnshaft that in use is operatively connected to road wheels of thevehicle, a torsion bar that interconnects the input shaft and the outputshaft, a first upper column angular position sensor that produces atleast one output signal that is dependent on an angular position of theupper column shaft; a secondary upper column angular position sensorthat produces at least one output signal that is dependent on theangular position of the upper column shaft; and a processing means whichproduces a first torque signal indicative of the torque carried by thetorsion bar, wherein the processing means further includes means forproducing a first absolute angular position signal by processing theoutput signals of the first and secondary sensors in a first way and asecond absolute angular position signal processing the output of thesame two sensors in a different way, and further comprising: a crosschecker that performs a cross check between the first and secondabsolute angular position signals.
 2. The combined assembly according toclaim 1 in which each of the angular position sensors produces anangular position signal that repeats at least once during a permittedrange of angular rotation of the input shaft, the range of angularrotation of each sensor corresponding to one full repeat being differentfrom the other of the two sensors.
 3. The combined assembly according toclaim 1 in which the two sensors each produce an output signal which hasa different angular range, or at least one of the two may have adifferent range to one of the others.
 4. The combined assembly accordingto claim 1 that further includes a third, lower column, angular positionsensor that produces at least one output signal that is dependent on anangular position of the lower column shaft, and the processing meansproduces the first torque signal by processing the output signals fromthe three sensors.
 5. The combined assembly according to claim 1 inwhich the processing means generates the first of the absolute angularposition signals used in the cross check by using the output of a firstone of the sensors to provide a resolution and the value of the outputof a second one of the sensors to indicate which repeat of the sensor ispresent by looking at the relative phasing between the outputs of thetwo sensors.
 6. The combined assembly according to claim 1 in which theprocessing means generates the second of the absolute angular positionsignals used in the cross checker by is using the output of the secondone of the sensors to provide a resolution and the value of the outputof the first one of the sensors to indicate which repeat of the sensoris present by looking at the relative phasing between the outputs of thetwo sensors.
 7. The combined assembly according to claim 1 which furtherincludes an absolute position signal generating means that in useproduces an absolute upper column position signal indicative of theangular position of the upper column shaft by combining the signals fromat least one pair of the position sensors.
 8. The combined assemblyaccording to claim 6 in which the cross checker is adapted to carry outa check of a variation in the absolute angular position signal and theoutput signal of one or both of the angular position sensing means ofthe upper column shaft over a range of different angles of the uppercolumn shaft.
 9. The combined assembly according to claim 8 in which thecross checker is adapted so that in the event that the variation betweenthe two sensors with angle will be does not vary in the expected manner,the cross checker flags up an error.
 10. The combined assembly accordingto any one of claim 8 in which the cross checker is adapted to learn anexpected variation with angular position during an initial learningphase of the combined assembly by monitoring the variation in each ofthe two absolute position signals being cross checked and storing thedifference, or error, between the two absolute position signals.